Railway signaling system



Patented Apr. 14, 1936 UITE'D STATES lPATllElN'I' rOFFICE RAILWAY SIGNALING SYSTEM Application October 30, i933, Serial No. 6955826 Claims.

This invention relates to signaling systems for railroads, and more particularly to train reporting equipment lfor use in connection with telephone train dispatching systems, so arranged that the train dispatcher may-receive at all times an indication or signal reporting the passage of a train at certain pointsalong a railroad, usually al1-isolated place wherethere is no train operator on duty. The dispatcher is thereby enabled to better determine the location of trains under his supervision and Adispatch them to better vadvantage.

The principalv object of the invention is to devise an arrangementfof parts and apparatus in a train reporting system by lmeans of which a train dispatcher is infomed at all timesof the passage of trains along certain sections of the railroad track.

A further object is to arrange the system so that the location of the particular point or way station through which a train is passing is automatically transmitted to the dispatcher.

A furtherl object resides inthe means fwhereby the direction in which a train `is proceeding through a given point or way-station is automatically transmitted to the dispatcher.

An additional object is tofprovid'e means'whereby the train reporting system operates to signal the dispatcher over the regular train dispatchers line connecting al1 the way-stations, without interfering in any way with the normal operations over the line such as the selecting functions Vand telephone communications.

Another object of the invention is concerned with the means whereby the Vdispatcher is ,not required to set the apparatus at any oi the points along the railroad so it will operate upon the passage of a train,r the equipment operating'automatically and continuously as long as trains are passing the given points, and it only comes to rest in normal position after .having beenoperated due to the passage of a train by the act of the dispatcher operating a selector over the line at the point or station.

The invention contemplates an arrangement whereby at certain isolated pointsD or way-stations along a railroad whereat no attendant ison duty, the railroad track is divided into a number of insulated sections, and at eac-h of these waystations equipment is provided comprising a group' of relays together with a rotaryv selective switch. In addition the .usual way-.station type of selector-controlledby a dispatcher ,is provided. The equipment at each way-stationis connected tothe rdispatchers signal line so that theapparatus whichis operated responsive to the vpassage of the train at the point, automaticallytransmits indications over the dispatchers line to thev dis,- patchers position notifying him of the particular point at'which'the train is passing :and its directionvof movement.

The variousobjectssand advantages of the invention will more fully appear hereinafter in the detailed description, reference being had to the accompanying sheet of drawing which diagrammat-ically depicts apreferredemhodiment of the invention.

In the drawing a section of railroad vtrack is disclosed which is divided vintoV three sections, each insulated from 'the other. The section J represents a.section located in a northern direction from the intermediate section K representing the given point or way-station. `The section L represents a south position of the track. Track relay TN is connected to opposite rails o the trackrsection J to which the battery and the'resistance 6.I is. also connected tonormally maintain Vrelay TN in an energized condition. Track relay TS is similarly connected to the south track section .L and is maintained energized by vmeans of `battery 62 thru resistance 63 connected with section L.

The track relays TN and TS may be the usual railroad type oftrack relay commonly provided for operating semaphore signals and like apparatus. These relays in addition to contacts for controlling the foregoing `are provided with contaot on relay TN and contact E on TS. Thetrac'k relays TN and TS as is well known may likewise be arranged to be connected to the track .sections in ysuch; a manner that they will become venergized consequent `to the passage of a train instead of being normally energized as shown. Y

In describing the operation of the system it will be -assumed that a railroad train indicated at :85 is proceeding in a northerly direction over the railroad track, past the given point orvwaystation K, vIn doing sol it first enters the track section L and thru the medium of the car wheels and :axleitplaces a shunt circuit. across the rails, thereby short circui-ting frelay, TS from battery 6-2, theresistancei63 `preventing a direct short on the battery. As a result the track relay TS deenergizes and drops back its armature 6 to extend ground from its hack Contact `over conductor `(il thru the winding of the ycontrolrelay CS to battery. Relay CS .thereupon :energizes and .at its. armaturezi closes .its `front contactto ground .whichzis extended through armature 9 and its back contact and through the winding of directional relay DS to battery. Relay DS upon energizing disconnects its back contact from armature I2 to prevent the energization of directional relay DN at this time. At its front contact and armature I3 relay DS prepares a locking circuit for itself. At its front contact and armature I4 it prepares a circuit for wiper 40 of the code switch to the coder relay CO. A branch of the grounded circuit extending frorn armature 8 of control relay CS extends thru the winding of relay SS to battery. At its armatures 20 to 24 inclusive upon energizing it prepares circuits extending thru the front contacts.

It is assumed now that the train has passed thru the track section L and entered the section K. The section K is insulated from the track section L and is a short length of track compared to sections J and L; it being assumed that a full train of cars can be accommodated by track sections J and L and only one car or less by section K. With this assumption the train entering the section K will still have a number of cars passing thru section L so that track relay TS will not again become energized due to the exit of the train from section L.

The train now proceeding north enters into the section J and it will be seen, overlaps sections J, K and L. Relay TN immediately deenergizes because it is short-circuited by the train wheels across the rails of section J Relay TN upon falling away closes ground from its back contact and. armature 5 over conductor G2 and thru the winding of relay CN to battery. Relay CN thereupon energizes and extends ground from its armature 'I lthru the winding of relay SN to battery. A branch of this circuit extends to armature I2 of the directional relay DS but as this relay is now in an operated position relay DN cannot energize. As a result of the energization of start relay SN it closes its armatures I5 to I8 inclusive on to its front contacts. With relays SN and SS energized, a locking circuit for relayDSis now closed extending from ground on back contact of armature 25 of stop relay ST, front contact and armature 2), armature I5 and its front contact, locking armature I3 and its front contact thru the winding of directional relay DS to battery. Relay DS therefore remains energized as long as the stop relay ST is at normal. A branch of the grounded circuit from armature 25 of the stop relay ST likewise extends thruarmatures 2|, I5, 22 and I'I and their front contacts in parallel to the windings of relays SN and SS so that these relays likewise remain locked upv under the control of stop relay ST. The train may now passcompletely outward from the track section J track relay TS and shortly afterwards track relay TN assume their normal condition by again being maintained energized from the track batteries 60 and 63 respectively. At their armatures 5 and 6 these relays open the circuit of control relays CN and CS, which in turn upon deenergizing restore their respective armatures I and 3. Directional relay DS and start relays SN and SS are now locked in an energized condition thru their own contacts independent of control relays CN and CS.

As a further result of the energization of start relays SN and SS a circuit is completed extending from ground on front contact and armature I8, armature 23 and its front contact, armature 26 and its back contact, interrupter springs 29 thru the winding of the stepping magnet "M" to battery. This stepping magnet M energizes and at its interrupter contacts 29 interrupts its own circuit to deenergize.

The code switch comprises a number of wipers 40 to 43 inclusive, which are adapted to be rotated in a forward direction across their associated bank contacts under control of the stepping magnet M by means of any known stepping device such as a pawl and ratchet arrangement. Each of the wipers are arranged at their ends so that in their rotation over their respective bank contacts they will always be in engagement with two of them as they pass from contact to contact; in other words they will engage a succeeding contact before passing from the preceding one. This type of rotary stepping switch is well known and it is not deemed necessary to further describe its construction.

As has been stated, the stepping magnet M is energized from the grounded armature I8 and it immediately opens its own circuit at contacts 29 so that upon' falling away it rotates or steps the wipers 49 to 43 inclusive in a forward -direction on to the first set of bank contacts. The stepping magnet M operates in the aforesaid manner continuously to rapidly rotate the wipers. It will be observed that wipers 40 and 4I are normally resting on the last set of bank contacts while Wipers 42 and 43 are normally resting on their first set. Immediately upon Wiper 42 engaging the iirst one 4of the two bank contacts l5, a circuit is closed extending from battery on contact T6, wiper 42, wire 64 resistance RI, (for reducing the current ilow) winding of the coder relay CO,

back contact and armature 26, front contact and armature 23, to ground by way of contact and armature I8. The coder relay COV immediately energizes over this circuit to close its front contact on armature 28. Y This results in a circuit being completed from the aforesaid ground on armature I8, thru armatures and contacts 23 and 26, front contact and armature 28, conductor 53 thru the primary winding 4'! of the induction coil IC to battery. The current flowing thru this circuit induces a current ilowin the secondary winding 48 of the induction coil IC. This induced current is in turn transmitted over a circuit extending thru back contact and armature 21, adjustable resistance "R, condenser C, front contacts and armatures 24 and I 9 in parallel, and outward over line conductors 54 and 55, which are connected to the dispatchers line comprising conductors 50 and 5I terminating in the dispatchers position,` and thru the equipment thereat including the transmitter and receiver RC. The induced current flowing over the aforesaid circuit produces an audible click vor sound in the receiver RC which is assumed to be always in position for listening on the head of the dispatcher. In the above traced circuit the adjustable resist- 'ance R may be regulated to modify or increase the amount or loudness of the "click from the induced current, while the condenser "C in this circuit prevents shunting, of the dispatchers line conductors 50 and 5I so as not to interfere with other functions, such as selecting or telephone conversations which may be taking place over the line. I

The wiper 42'under the further action of stepping magnet M now engages the second one of bank contacts 'I6 before it leaves the first one. The interval between the stepping of wiperV 42 from the rst of contacts 'I6 to the second constitutes an interval of time which is arbitrarily asmitted, afteriw-hich a'dadcontactagainzindicates a space in" the code: l Contacts r. 81]: againxtransmit: the equivalenti of.`v afi dot after.u which a anothert surnedxto. correspond to a `dot in the Morse type ofV code signaling; Immediately that wiper 42 disenga'ges. fromv the secondof contacts 16 and gatedfover conductors. 54 land 55 tothe dispatchers line conductors Eiland 5l t-o produce a second audible "click in the receiver RC at'the dispatchers position. The dispatcher being versed in the' Morse code of i signaling will understand that the short interval of time between the clicks after wiperk 42lengages the first and then disengages thelast ofthe bank contacts 'i6 corresponds to a dot"in the Morse code of signaling. The wipers continue -to advance under control of stepping wiper M and wiper 42 engages the fourth bank contact 11 after an interval which is longer than the interval between the two bank contacts 13 representing the dot. This interval indicates the separation between two characters of a letter to the dispatcher. The engagement of wiper 42 with the rst of bank contacts Tl produces another click in the dispatchers receiver RC from the induction coil over the previously traced circuit; relay CO being again energized as a direct result. As wiper 42 steps forward over the four bank. contacts 1l, relay CO is maintained energizedand' when the wiper leaves the last of the set of contacts it rest-ores and upon opening its contacts 28 produces another click in the dispatchers line from the induction coil IC. The interval between the wiper 42 engaging the first of contacts 'i1 and leaving the last one comprises an interval which is interpreted by the dispatcher as .representing a dash in the code. The wiper 42lhas therefore transmitted a dot and dash to the dispatcher which in the Morse code is representative of the letter A, this letter conveying to the dispatcher part of a symbol or code representing the point or way-station K thru which thetrain has passed.

'I'he wipers all continue to rotate under control of stepping magnet M and after wiper 42 steps off of the last one of bank contacts 'H it is no longer effective. Shortly after the wipers rotate a number of steps over dead contacts, so that an interval of time elapses during which no signals are. being sent, wiper 43 then engages the first one yof a group of bank contacts 18 and under the control rof the stepping magnet M makes contact in succession with each of the four bank contacts l. When the wiper reaches the iirst bank contact 18 the coder relay CO energizes and remains so until it falls back due to wiper 43 stepping off the last of the bank contacts 18. At armature 28 the coder relay CO energizes the primary winding 41 of the induction coil IC and thereby induces a current flow in the secondary win-ding i8 which produces a click in the dispatchers line circuit which is audible in receiver RC. When wiper 43 steps off of the last bank contact 78 the click is again reproduced due to the deenergization of the coder relay CO. The interval between the first and the second clicks in the receiver RC represents a dash in the Morse code. tact in its bank after which it engages successively the two bank contacts 19. The interval between bank-contacts i8 and 1Q represents a space between two characters. After wiper 43 passes over the-contact 19-V4 a'dot indication is trans- Wiper 43 then steps to a dead coninterval occurs `beforean additional 'fdot is transmittedv from contactsnlz. The:v dispatcher thru:

the-:mediumV oflliis lreceiverRC hears the indicationftra-nsmittedtfrom I:thewiper 431as comprising a dash and;threefdots"whichin the Morse code is anin-dicationof thelletterffB- therefo-reli heard theletters' Af and B transmittedifrom:the'location K `onthe railroad track which indicationinforms him that 'a train isv passing thisparticular. station.

4 I are? at the same time. advanced. After` wiper 43--leaves -loank` contactsl 8'I Lwipersslland 4| entherst of 'a.-setrof"'bankfcontacts 1I, this interval 'of 'time between-the disengagement of. wiper 43 from contacts Bland thefengagement of wiper 40 Awith the contactsf'll is an interval of time of sufficient duratiorito indicate to the dispatcherv of the ending of "the yrst code and the beginning of the secondl so* that he' willnot'mistake it as part of the letters or-signals yofthe location code. Wiper 40Ic1oses'a1 circuit/from battery-thru the i'irsty one of' bankcontacts 'H1 thru armature l4 The dispatcher.'

in its front contactl (relay1DS`being locked eni:

ergized at this time)`, conductor 64; resistanceA their bank contacts andaref therefore ineffective to operate the coder lrelay CO The bank contact 4| is'likewise ineffective atths time due to relayfDN 'not being energizedtool'ose its armature Il.

Wiper 411' in rotating-"oven its four'bank contacts 1l is` effective to'transmitthe equivalent of y a dash over the dispatchersline. Before encountering both the bank` contacts 12, wiper 40 engages a dead bank contact to permit a bre-ak in the code before the dot character is transmitted when wiper 40 engagesand leaves bank contacts'lZ. The code letter N which in the Morse code is represented by a dash and dot is therefore transmitted over the dispatchers line and he is accordingly informed that the train is proceeding over the railroad track in a northerly direction.

The code switch continues to operate and re peatedly sends the codeletter AB indicating the location of the station, and the letter N indicating the directionof the movement of the train, until stopped bythe dispatcher.

Assume now that a train is proceeding along the railroad track in the opposite or southerly direction, it will therefore encounter the track section J rst and'thisaotion deenergizes the track relay`TN-, which' in turn energizes relay CN from its armature 5. At armature 1 relay CN closes a circuit by way of armature l2 and its back contact thru the winding of directional relay DN to battery. At armature 9 relay DN disconnects the operating circuit of relay DS. At its armature I0 it prepares a locking circuit for itself, while at armature Il it prepares the circuit through wiper 4l for energizing vthe coder relay CO, Relay SN is likewisev energized over a branch circuity from armature 1 offrelay CN'. Asbefore no further action takes place as the train passes thruthe insulated section of track section L relay TS deenergizes which in turn closes the circuit for relay CS which at armature 8 closes the circuit for relay SS, A branch of this circuit extending to amature 9 is ineffective at this time due to the energization of relay DNL With relays SS and SN energized the locking circuits for the relays SN, SS and DN are again completed.' as before from grounded armature 25. At armatures I8 and 23 the circuit to the stepping magnet M is completed, while at armatures I9 and' 24 the repeating coil IC is cut in lcircuit of the conductors 54 and 55 extending to the dispatchers line 50 and 5I. The wipers are rotated as before with wipers 42 Vand. 43 transmitting the code representing the letters A and B to indicate the way-station. Wiper 4| in this instance however, is rendered effective, while wiper 40 has a circuit thru it rendered incomplete at open arma-- ture I4. Wiper 4| upon encountering bank contact 'I3 transmits a dot and the same at bank contacts 14 and 415, eac-h dot separated by a short interval as the additional dots are transmitted. 'Ihe threedots correspond to the letter S which indicates a south-bound movement of the train over the track section J, K and L of the way-station. The signals continue to be transmitted after the train has passed southwardly thru the section L. It will be appreciated that if the railroad track ran in an east or west direction V the Morse code letters correspending to these directions would be transmitted to the dispatcher by merely strapping together the bank contacts over which wipers 40 and 4I rotate in the proper manner. In a similar manner the bank contacts accessible .to wipers 42 and 43 may be strapped together in any suitable manner to transmit dots or dashes indicating letters corresponding to any particular waystation or point in a track from which it is to determine the'movement of the trains.

After a dispatcher has heard the signals caused by the passage of a train a number of times to his satisfaction, he will stop the transmission by transmitting a series of impulses from any well known type of key sender over his dispatchers line to actuate the usual type of railroad selective switch indicated diagrammatically at SL.

This switch is of well known construction onev of which is usually provided at each way-station for the dispatcher to signal an attendant or forv vents operation of the selector magnet 44 whenv the code switch is operated to transmit its code. With wiper 45 in engagement with the bank contact to which conductor 46Vis connected, groundV is extended from the wiper thru the windings of stop relay ST to battery. Upon energizaf tion of the stop relay ST it closes its arma-v ture 2t on its front contact to complete a locking circuit for itself from ground on armature I8. This is to insure thel energization of the stop relay S'I suicient time to allow complete release of the apparatus in case the dispatcher immediately restores selectorswitch SL,l At

the back contact of armature 26 stop relay ST opens the circuit of the stepping magnet M. This action immediately stops the rotation of the Wipers of the code switch. At armature 21 and its back contact a point in the line circuit 54 and 55 thru the induction coil IC is opened to prevent further sending. At the back contact of armature 25 the locking circuit for relays SN and SS extending over armatures I6 and 2|, I1 and 22 and their front contacts is opened. The Vlocking circuits of relays DN and DS depending on which was energized, is likewise opened at armatures I5 and 20, and these relays restore. At armatures I9 and 24 further points in theline circuits 54 and 55 are opened while at armatures I8 and 23 the locking circuit for the stop relay ST is opened as well as the circuit of the coder relay CO. Relay ST will remain energized as long as the selector SL is in its set position from which it will be subsequently released by action of the dispatcher. The apparatus including all of the relays has now assumed its normal operative position and it remains so as long as no trains are advancing thru the track sections. The wipers 40 to 42 inclusive remain in the position in which they are stopped and should they be subsequently operated by the passage of a train they may transmit a mutilated code in only the first rotation across their bank contacts. This however is not detrimental to the transmission of the code however, because the dispatcher listens in until he has heard several repetitions of the code when he will know exactly what it is.

From the foregoing operations it will be apparent that, as a train encounters the track' sec tions, relays TN and TS operate in succession depending on the direction of the movement of the train. Relays CN and CS also are operated and in turn start relays SN and SS. Of the directional relays DN and DS however, only one will be operated because this one will upon operating prevent the other from energizing. The directional relay which is operated closes a circuit through one of the wipers 49 and 4I to render it effective to transmit its code.

In case it should happen that a train enters the track section L and proceeding in a northerly direction may or may not encounter track section K, but instead of proceeding into track section J, it reverses and backs out of the section L again. In an instance of this kind it would not be desirable to inform the dispatcher of the action of the train inasmuch as it has not completely passed a way-station or point in the track. The track relay TS would therefore onlybe operated, that is, short circuited to drop back its armature 6 on its grounded back contact tol close the circuit to control relay CS, Relay CS upon energizing closes ground on its front contact and armature 8 to energize relay SS. A branch or" this circuit extends over armature 9 and its back contact to energize directional relay DS. The train after backing out of track section L permits track relay TS to againl energize so that: relays CSV, SS and DS are restored to normal position. From the foregoing it is seen that as only relay SS was energized and not relay SN a circuit is not completed for operating the stepping magnet M and a code is therefore not transmitted to the dispatchers line. Similarly should a train approach and enter the track section J and afterwards back out, relays TN, CN, DN and SN, would be operated and released, and

because relay SS is not energized the? operating circuit for the code switch is not completed andthe code is not transmitted.

It is desirable that the dispatcher should not be advised of the passage along the railroad of hand-cars, work trains or 'single engines engaged in routing freight cars locally, because he usually'does notv have-a direct supervision offsuch vehicles.. It is for this purpose that` at the-comparatively short section of track K is provided. .It will be remembered that-in the passage of'a regular train the sections J, K and' L would at' some time be over-lapped, so that the operation of relays SN and SS would overlap. Should. a hand-car or short engine passY in anortherly direction thru rtrack section In, relays TS, CS, DS, and SS would operate as before. Upon leaving the-track sectionaL and entering the insulated track section K the aforesaidrelays would be restored to normal; The small vehicle thereupon leaves the track section K and encounter-s track section"J resulting inthe operationiof relays TN, CN, DNand'SN `and'upon the vehicle `leavingfthe ltrack section J the above relays would restore to normal. In each' instance pointed out only one or` the other of; the relays SN andfSS werefoperated; in neither-case were they both operated at the-Sametime; The operation ofthe code-'switch is therefore prevented and no signal isA transmitted over the dispatchers line tohis position.

It will be understood from'theforegoing arrangement" that'V a. number of way-Stationsarrangedfwith equipment similarly tothat described maybe situated along'the lines of the railroad' at certain points and each` connectedl to the dispatchersv line" as indicated at W so that he will be aware at 'all times oi" the continuous passage 'of a train from the way-stationt'o waystation without any'action onhis part 'except to release the apparatus at each stationafter it has been automatically operatediby` thetrain.

Whatis claimed ist' '1. In a railway signaling system, a railroad tracksection', a dispatchers'line, arst and second directional means operatedresponsive to the passage of a' trainV over said? track section, means for determining the direction of train travel` dependent upon YwhichW one'of said4 'directional means isV rst operated, and means responsiveV to the operation of vthe last''directionalmeans for transmitting a vsignalr'to` said disp'atcheris line comprising a coded signal 'indicative' .of the location of said trackV sectionand another signal indicative of the direction of vmovement of said train.

'2. In a railway-signaling system, a local station, Ya dispatchers "line connected to said sta'- tion', fa pair of track sections" at saidlocal `stati-on, signal transmitting mechanism at said `local station connected` to` saidtrack sections, directional means in said' signal mechanism automaticallyoperated upofnf the passage of a train over one of saidrtraoksections to determine the type of signal to be transmitted and means in said signal mechanism automatically operated upon the entrance of the train into thev other track section for operating said signal mechanism to transmit a signal to said dispatchers line characteristic of said local'station and an additional signal of a rcharacter depending upon which of two-sections the train entered first.

S3; Inra railway signaling system, a local station, a dispat'chers line connected to said station, a railroad track divided in two sections att said station, signal transmitting mechanism connected to each ofv said two sections of track, a firs-t and asecond` means in said signal mechanism operated responsive to the passage of a train over-the first andzsecond sections of track, means responsive to the operation of the last of. said means for operating said mechanism to transmit a signal to said dispatchers line identifying the local station and means responsive to the .operation of said mechanism to transmit another signal depending on which track section the train has entered first to indicate the direction in which the train is moving.

4. In la railway signaling system, a local station, va dispatchers line connected to saidy station, a railroad track divided into: sections a-t said local station, signal transmitting mechanismv at said local station connected to each of said sections, means in said signal mechanism operated responsive to the passage of a train over the rst of said track sections to select a code, a second means in said mechanism operated responsive to the passage of the train therefrom into the second of said track sections for operating said mechanism to transmit said-selected code signal to said dispatchers line indicating a. direction ofmovement of said train, said second means of said signal mechanism also operated responsive tothe passage of a train rst into the second track section to. select another code and said first means responsive to the passage of the train therefrom into the first Vtrack section for operating said mechanism to transmit a signalY to said dispatchers line indicating a movement of the train in the opposite direction, and additional means in said signal mechanism operated by the passage of a. train in either direction of movement to transmit a. different code signal tosaid -dispatchers line identifying the local station at said track sections.

5. In arailway'signaling system, a. local station, aV dispatchers line connected to said local station, a railroad track divided in to a first and second section separated by a third section, signal transmitting mechanism at said local stationrconnected to said first and second sections of track, means in said signal transmitting mechanism operated responsive to the passage of a train over allof said sections in succession to transmit a directional signal to said dispatchers line depending upon which of said sections is encountered first by said train, additional means in said signal mechanism also transmitting a station identifying signal in either case, and means for render-ing said signal transmitting mechanism inoperable to transmit said signals in casesaid train encounters only said first section, only said second section, only said first and thirdV sections, or only said second and third sections of railroad tracks.

6. In a railway signaling system, a local station, a-` dispatchers line connected to said local station, a railroad track at said local station divided into first and second sections insulated by a third section, signal transmitting mechanism at said local station connected to said first and second sections of track and said dispatchers line, said signal mechanism operated by the passage of a train over said sections only when said train is on all of said sections of track at one time, and remaining unresponsive in case said -train encounters two or less of any of said sections, and means responsive to the operation of said signal transmitting mechanism for transencountered i'lrst, said signal mechanism alsol transmitting signals in either case indicative ofV the local station at said railroad track.

7. In a railway signaling system, a local station, a `dispatchers line connected to said local station, railroad track sections adjacent to said local station, signal transmitting mechanism connected to said track sections and said dispatchers line, means in said signal transmitting mechanism operated responsive to the passage of a train over said track sections to transmit signals to said dispatchers line identifying the local station and the direction of movement of said train over said track sections, and means for maintaining said signal transmitting mechanism operating persistently after saidtrain has passed beyond said track sections.

8. In a railway signaling system, a local station, a dispatchers line connected to said local station, a track section at said local station, signal transmitting mechanism at said local station connected to said track section and to said dispatchers line, said signal mechanism operated responsive to the passage ofl a train over said track section to transmit signals to said dispatchers line indicative of said local station and the direction in which said train is moving, said signal mechanism operating continuouslyrto transmit said signals after said train has passed thru ,and beyond Ysaid track section, and means at the local station controlled by the dispatcher over said dispatchers line for stopping the operation of said signal mechanism.

9. In a railway signaling system, a local station, a dispatchers line connected to said local station, a pair of track sections at said local station, signaltransmitting mechanism, at said local station connected to said track sections and said dispatchers line, said signal mechanism operated automatically responsive to the passage of a train over one of said track sections to select one of two codes operated only after the train passes into the other of said sections to inductively transmit said selected code signal to said dispatchers line identifying said local station and the direction in which said train is moving over said track section, said coded signals transmitted over said dispatchers line without interfering with the normal signaling and telephone functions of said line, and means controlled from said dispatchers line for stopping the operation of said signaltransmitting mechanism at will.

10. In a railway signaling system, a local station, a dispatchers line connected to said local station, a railroad track at said local station divided into two sections, a signal transmitting switch at said station, a directional relay controlled from each of said track sections, one of said relays operated by the passage of a train over its associated track section to start the operation of said signal transmitting switch and transmit a signal to said dispatchers line indicating the direction in which said train is proceeding, the operated directional relay at the same time preventing the operation of the other of said relays, and means for locking said operated directional relay in energized condition to continuously operate said signal transmitting switch after said train has passed beyond said track sections.

11. In a railway signaling system, a local station,'a'dispatchers line connected to'said local means responsiveA to the passage of a train overV one of said track sections for operating only the associated directional relay, said operated relay operating said signal transmitting c switch to transmit a signal to said dispatchers line indicating that the train has entered the corresponding track section, said signal transmitting switch further operating to transmit a signal identifying the local station, and means controlled by the operator from the dispatchers line for stopping the transmission of said signals from said switch.

12. In a railway signaling system, a local station, a dispatchers line, two sections of track at said local station, a separate start relay and a directional relay connected to each of said track sections, means responsive to the passage of a train over both track sections for operating both of said start relays but only one of said directional relays depending on which of said track sections was encountered ilrst by said train, a signal transmitting switch connected to said dispatchers line, said switch operated by both of said start relays to transmit a signal to said dispatchers line depending upon which directional relay is operated to give4 an indication of the direction inwhich the `train is proceeding, a stop relay, and means for operating said stop relay to stop the operation of said switch.

13. In a railway, signaling system, a local station, a dispatchers line, two sections of track at said station, a dispatchers line, a separate start and a directional relay controlled from each of said track sections, means responsive to the passage of a train over both of said track sections for operating and locking energized both of said start relays and only one of said directional relays depending which of said track sections was encountered first by said train, a signal transmitting switch at said local station inductively connected to said dispatchers line, said switch operated by said start relays to first transmit a coded signal to said dispatchers line indicating the local station and then to transmit a coded signal indicating the direction of movement of said train depending on which directional relay is operated, and means for opening the locking circuit of said relays and stopping said switch.

14. In a railway signaling system, a local station, a series of track sections thereat, a dispatchers station, a signal transmitter at the local station, a line connecting the two stations, a pair of relays at the local station, said relays operated successively responsive to the passage of a train over the track, said transmitter controlled by the rst of said relays to be energized to determine the signal Vto be transmitted, and responsive only to the energization of the other relay to transmit the signal, thereby transmittinga directional signal only when both relays are energized and the signal determined by the relay which is iirst energized.

15. In a railway signaling system, a railroad track section, a dispatchers line, a transmitting device at said section, code transmitting means in said device, a rst code connection normally connected to said transmitting means, said rst connection corresponding to said track section, a normally disconnected second code connection corresponding to one direction of train travel over said section, a normally disconnected third Ycode connection corresponding to the opposite entering said section for operating said device and transmitting means in accordance with said connections to transmit a coded signal indicative of both said track section and direction of travel by said train.

JOHN S. MILLER. 

